Conceptual Design of Hybrid UAV

ISSN (Online): 2394-3858 ISSN (Print) : 2394-3866 International Journal of Research and Innovations in Science & Technology, SAINTGITS College of Engineering, INDIA www.journals.saintgits.org Research paper Conceptual Design of Hybrid UAV B.Venkata Sai Anoop 1, T.V.Vineeta 2, A.Sai Kumar 3, V.V.S.Nikhil Bharadwaj 4* 1,2,4 Student, Department of Aeronautical Engineering, MLR Institute of Technology, Hyderabad, India 3 Asst.Professor, Department of Aeronautical Engineering, MLR Institute of Technology, Hyderabad, India *Corresponding author E-mail: vvsnikhilbharadwaj@gmail.com Copyright 2015 B.Venkata Sai Anoop. This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited. Abstract Hybrid aircrafts are unique type of aircrafts that combine the hover capability of helicopters with the speed and range of airplanes. In this work, we propose a novel hybrid aircraft based on the fixed-wing airplane and quad rotor structures. A complete mathematical model of the aircraft, in helicopter, transition and airplane flight modes is presented. Finally, simulation results are presented in order to illustrate performances of the proposed controller. The proposed UAV structure configuration is similar to V-22 osprey however it is designed based on the propeller thrust instead of jetengines In any hybrid aircraft, the transition between hover flight and cruise flight is the most difficult regime to achieve and convertible rotor aircraft are no exception to this The design has been developed as UAV which is propelled by motors which has all the abilities of flight controls equipped in a single body. Which has a specification of weight up to 4kg s Future work will consist of creating a more detailed model for lift and drag.. Keywords: VTOL, CTOL, HTOL, RPVs, payload, aerodynamic efficiency, wing geometry, 1. Introduction This The 21st century is marked as the beginning of aerial reconnaissance era which has paved the way in the development of high tech aerial vehicles with video and global positioning capabilities. Drones, aircrafts controlled. From the ground, is an invaluable asset to soldiers in hostile environments [1]. These aerial systems, which once upon a time weighed hundreds of pounds, have reduced significantly in size [2]. Still, improvements on drones are in high demand. The success of drones has prompted governments to invest in making them more durable, lightweight, and autonomous [3]. Unmanned Aerial Vehicles (UAVs) have been referred to in many ways: RPVs (remotely piloted vehicle), drones, robot planes, and pilotless aircraft are a few such names. Most often called UAVs, they are defined by the Department of Defense (DOD) as powered, aerial vehicles that do not carry a human operator, us aerodynamic forces to provide vehicle lift, can fly autonomously or be piloted remotely, can be expendable or recoverable, and can carry a lethal or non lethal payload. Ballistic or semi-ballistic vehicles, cruise missiles, and artillery projectiles are not considered UAVs by the DOD. There are a number of reasons why UAVs have only recently been given higher priority. Technology is now available that wasn t available just a few short years ago. Some say that the services socalled silk scarf syndrome of preferring manned aviation over unmanned, has diminished as UAVs entered the mainstream[4-6].the acronym HTOL refers to the aircrafts which are required to accelerate horizontally along a runway or strip in order to achieve flight speed. In this view, the acronym CTOL (conventional takeoff and landing) is outdated since VTOL is no longer unconventional. Indeed, many flying organizations and services employ more VTOL aircraft than HTOL aircraft. It also removes the problem in designating fixed-wing aircraft which have a VTOL capability. The following sections will discuss: a) HTOL or horizontal take-off and landing, b) VTOL or vertical take-off and landing, c) Hybrids which attempt to combine the attributes of both of these types. 29

In the hovering mode the aircraft behaves like a helicopter and is able to vertically take off and land. The transition mode is the flight regime of converting from helicopter to airplane and vice versa [7]. In the forward flight mode, the aircraft actually is a fixed-wing airplane that offers a wide range of speed and manoeuvrability. In this work, we aim to first investigate the dynamic characteristics of the hybrid aircraft in all flight modes[8]. Unmanned aerial vehicles (UAVs), also known as remotely piloted vehicles or drones, have always been part of aviation history [9]. Therefore, UAVs are popular for missions that involve a high risk of mortality, which is why they are widely used in the military today. 1.1. Objectives The primary objective of this project is to develop an UAV which is propelled by motors which has all the abilities of flight controls equipped in a single body. For this we are considering a rectangular wing and a trapezoidal wing and estimating the best of both. Which has a specification of weight up to 4kg s of weight and it should be carried up to some range and perform the mechanism and work which has to be done by the aircraft with usage of motors which are placed inside the wing. 2. Design Requirements For the proposed UAV these are the requirements that are needed to be satisfied as given in Table 1. Table 1: Design requirements Parameters Requirements Velocity 10 m/s Range 1000 M L/D 16 Structural weight 4.3 Kg Loiter Time 10 Min 3. Design Methodology As specified in the above, the design methodology starts with the aircraft requirements, then a brief conceptual design is done on the required requirements after that designing of aircraft is done with specific fixed values then design gets completed, analysis works are being done on the aircraft such that it supports the required parameters as applied.if any changes are to be then a brief trade of study is done and again the model is refined. At last the design is verified and tested and it goes to the final design of the aircraft that is the manufacturing segment. Thus if any faults are observed in design then the feedback is given to the input system. 4. Design Process Figure 1: Block Diagram of Design Procedure The airplane must be easy to transport, hence fuselage length and half span should not exceed 15 feet, provided that the wings are removed or folded for transport. Increasing the wingspan allows the airplane to cover a wide swath of field in a single pass, meaning fewer passes are required. This reduces the range that must be flown. 30

Purchase cost should be minimized. Because cost is closely tied to weight, weight should also be minimized. The payload and other internal components should fit without an excess of extra space. At the same time, provisions should be made for future upgrades including an increase in payload capacity, so some extra space should be available.gets completed, analysis works are being done on the aircraft such that it supports the required parameters as applied.if any changes are to be then a brief trade of study is done and again the model is refined. At last the design is verified and tested and it goes to the final design of the aircraft that is the manufacturing segment. Thus if any faults are observed in design then the feedback is given to the input system. 4.1.1 First Consideration A Rectangular wing configuration, consisting of a monoplane, a canard and double vertical tails, tractor configuration. Rectangle configuration also considered as a viable option but discarded because of requirements of robust control systems and as well as weight considerations, hence driving the initial cost up. 4.1.2. Second Consideration A Trapezoidal wing configuration, single vertical tail, Tricycle gear, with 3 motors in which two of them are fixed to the both ends of wing section and another motor is fixed at the leading edge of fuselage. 4.2. Airfoil Selection The airfoil, in many aspects, is the heart of the airplane. The airfoil affects the cruise speed, take-off and landing distances, stall speed, handling qualities and overall aerodynamics efficiency during all phases of flight. Figure 2: Airfoil nomenclature The front of the airfoil is defined by a leading-edge radius which is tangent to the upper and lower surfaces. The chord of the airfoil is the straight line from leading edge to the trailing edge. Camber refers to the curvature of characteristic of most airfoils. The mean camber line is the line equidistant from the upper and lower faces. Total airfoil camber is defined as the maximum distance of the mean camber line from the chord line, expressed as a percent of the chord. The thickness distribution of the airfoil is the distance from the Upper surface to the lower one measured perpendicular to the line and is function of the distance from leading edge. The airfoil thickness ratio (t/c) is the maximum thickness of the airfoil divided by its chord. The camber line is scaled to produce the desired maximum camber, and then the original thickness distribution is added to obtain the new airfoil. In airfoil selection the major criteria is (L/D) for an airfoil in this hybrid UAV we selected 2 airfoils. 1. S7055-sl This is the airfoil we have selected and it is used in the main wing segment. The S series airfoil has high thickness as advantage. It produces high lift in low speeds and in hovering it gives high stability. The L/D ratio for s series airfoils is greater than other airfoils. Due to high camber we can generate high amount of lift and it has minimum amount of drag 2. NACA-0009 This is the airfoil which will be used in the elevator or empennage design. Increments of normal-force and hingemoment coefficients for the airfoil, the flap, It gives more hinging moment and also high stability 31

4.3. Wing Design Figure 3: NACA0009 and s-7055sl The wing design is the most important factor in lifting the aircraft the selection of airfoil will now play a crucial role in the outcome of stability and maneuverability. Now we select the wing positioning depending on the mission requirement and payload. For this hybrid UAV high wing is considered because of Major benefit of the high wing is that it allows placing the fuselage closer to the ground. This allows easy loading and unloading the cargo without special equipment. With a high Wing, jet engines will have sufficient ground clearance without excessive landing-gear equipment. This hybrid UAV has a capability of lifting more weight and carries a payload depending upon its wing platform. First in this wing design we will create two platforms; 1. Rectangular wing; 2. Trapezoidal wing. Figure 4: calibration of wing Calculations For finding out the surface area of wing we take CL =1/2*þ*V^2*S S =CL*2/þ*V^2 By this we know that we consider the lift to be 1.2times the weight of aircraft we know the fixed value of þ=1.225kg/m^3 L=1.2*W, cl=1.5 L=1.2*3.6 =4.3kg =4.3*9.81 L=42.183N Substitute the value of L, þ,v,cl in the second equation to find out the S i.e. wing span area. S=42*2/ (1.225*(10)^2*1.5) S=0.45m2 Rectangular Wing Specifications: Aspect Ratio: b2 /s = W/s = 6 W/s = w/ (b2/s) = b2/s 32

W/s = b2/s =4.3/0.45= 9.55 W/s : 9.55 Chord : 0.27m Wing : Aspect ratio * Chord : 6*0.27=1.62m Length of aileron : 1/4 *Wing =0.405m Width of aileron : 1/4 * Chord=1/4*0.27=0.0675m Flaps : 1/8* Chord=0.3375 m Wing Area : 0.45 m 2 Trapezoidal Wing Specifications: Root Chord : 0.37m Tip Chord : 0.27m Wingspan : 1.4m Length of aileron : 1/4*1.4=0.35m Width of aileron : 1/4*0.27=0.0675m Wing area : 0.48 m 2 4.4. Empennage Design The empennage consists of the entire tail assembly, including the fin, the tail plane and the part of the fuselage to which these are attached. On an airliner this would be all the flying and control surfaces behind the rear pressure bulkhead. Aircraft empennage designs may be classified broadly according to the fin and tail plane configurations. The overall shapes of individual tail surfaces (tail plane plan forms, fin profiles) are similar to Wing plan forms. Some configurations are discussed below Twin tails-a twin tail, also called an H-tail, consists of two small vertical stabilizers on either side of the horizontal stabilizer. Calculations Rectangular Wing Specifications: Stab area : 17.5/100 *wing area= 0.0675m2 Elevator area : 1/4*stab area = 0.02025m2 Tail place : 2.5 * 0.27=0.675m Fin area : 33/100* stab area =33*0.0675=0.022275m Rudder : 5/12*stab area=0.0281 Trapezoidal Wing Specifications: Boom length from Wing : 0.221m Distance between Booms : 300m Rudder length : 0.13m from boom Rudder area : 0.028125m Tail length : 0.5m 4.5 Fuselage Design Figure 5: Twin tail-boom As our project is focused on the payload and endurance the fuselage design should be very critical thus the centre of gravity (Cg) and the length of fuselage must fixed. 33

Rectangular Wing Specifications: Fuselage length : 3/4*6= 4.5feet Fuselage (H) :1.21m CG : 25.33%chord (29/100)*0.27=0.0783m Trapezoidal Wing Specifications: Fuselage length : 1.1m Fuselage height : 0.08m 4.6 Landing Gear Design In this frames we will use TRI CYCLE landing gear because it has high shock absorption than compared to other landing gears. 4.7 Power Required The propulsion device which we are using to give thrust is by the electric motors. we will now find out the required (hp/w)i.e horse power to weight ratio Calculations Home Built Typical (hp/w) 0.08 : 1/ (L/D) Cruise : 0.866*L/D (max) T/W L/D L/D (Cruise) :52.804 T/W : 0.019 T : 0.019*4.3 :0.8Kg hp/w : 0.08 hp : 3.36 : 2.5Kv 5. Weight Estimation The specifications that should be integrated in the hybrid UAV are being estimated in terms of weights also. Weight is a crucial factor to that encounters during the test flight. 6. Design and Analysis of Hybrid UAV Table 2: Weight estimation Parts Parts Used In Number Estimated Weight Brush motors 3 3*100=300gms Servos 8 8*9=72gms Battery 1 250gms Propellers 4 4*50=200gms ESC 4 4*100=400gms Landing gear 1 1*150=150gms Frame 1 750gms Flight controller 1 30gms GPS module 1 50gms Wire heat sink soldering 1 100gms TOTAL 2302gms Depending upon the above calculations and dimensions we considered the values and designed model s in the software PRO-E. This is a user friendly tool to design the model.the analysis part and also the aerodynamic analysis were done in XFLR5v6.Both the Rectangular platform and Trapezoidal designs were developed for analysis. 34

7. Results and Discussion The analysis reports of the xflr5 for both Rectangular and Trapezoidal wing platform are noted down in a tabular column. Table 3: Determination of (Cl/Cd) max with different velocities and angle of attacks for Rectangular Wing -2.0000 3.8784-0.0288-1.0000 8.0058-0.0239 0 11.8193-0.0193 1.0000 14.8117-0.0150 2.0000 16.2839-0.0110 3.0000 16.6894-0.0073 4.0000 16.4980-0.0040 5.0000 15.9894-0.0011 1 10 6.0000 15.3161 0.0015 7.0000 14.5809 0.0036 8.0000 13.8366 0.0054 9.0000 13.1138 0.0068 10.0000 12.4262 0.0078 11.0000 11.7703 0.0084 12.0000 11.1492 0.0086 13.0000 10.5491 0.0084 14.0000 9.8951 0.0080-2.0000 4.6612-0.0328-1.0000 9.6346-0.0294 0 14.6909-0.0262 1.0000 17.5854-00230 2.0000 18.6439-0.0199 3.0000 18.6851-0.0169 4.0000 18.1290-0.0141 5.0000 17.3119-0.0113 2 15 6.0000 16.3742-0.0087 7.0000 15.4318-0.0062 8.0000 14.5265-0.0039 9.0000 13.6720-0.0017 10.0000 12.8788 0.0004 11.0000 12.1369 0.0023 12.0000 11.4373 0.0041 13.0000 10.7680 0.0057 14.0000 9.9696 0.0073-2.0000 5.3746-0.0329-1.0000 10.7170-0.0295 0 15.7469-0.0262 1.0000 18.6637-0.0230 2.0000 19.7641-0.0199 3.0000 19.7800-0.0169 4.0000 18.9868-0.0141 5.0000 17.9966-0.0113 3 20 6.0000 16.9251-0.0087 7.0000 15.8730-0.0063 8.0000 14.8803-0.0039 9.0000 13.9623-0.0017 10.0000 13.1102 0.0004 11.0000 12.2985 0.0023 12.0000 11.5641 0.0040 13.0000 10.8335 0.0057 14.0000 10.0885 0.0073 35

Figure 6: Design of Rectangular wing body Figure 7: Design of trapezoidal wing body Figure 8: Analysis on Rectangular wing Figure 9: Analysis on Trapezoidal body 8. Conclusion The typical mission profile assumed for this design is Hybrid UAV has to travel to the maximum range which is of a 1000m distance from the base and has to come back to the base point in the time span of 10 minutes. We can observe that at angle of attack 3.000 we will get max Cl/Cd for every velocity stream and also negative pitching moment. According to the analysis results of both Rectangular and Trapezoidal body, we Preferred to go with Trapezoidal body because it is having more Cl/Cd and also the Cm is negative so that we can counter the pitching moment when we have high wind flowing around the wing by which we can make the flight more controllable, the Trapezoidal wing supports better in hovering flight. Table 4: Determination of (Cl/Cd)max with different velocities and angle of attacks for Trapezoidal Wing -2.0000 4.2785-0.0240-1.0000 8.4255-0.0187 0 12.2744-0.0136 1.0000 15.2131-0.0090 2.0000 16.5991-0.0045 3.0000 16.8993-0.0005 4.0000 16.6408 0.0033 5.0000 16.0811 0.0066 6.0000 15.3853 0.0096 1 10 7.0000 14.6334 0.0122 8.0000 13.8822 0.0143 9.0000 13.1569 0.0161 10.0000 12.4653 0.0175 11.0000 11.8096 0.0185 12.0000 11.1870 0.0191 13.0000 10.6030 0.0193 14.0000 10.0355 0.0191 15.0000 9.3633 0.0189 36

-2.0000 5.1435-0.0244-1.0000 10.1400-0.0191 0 15.2546-0.0141 1.0000 17.9258-0.0094 2.0000 18.8741-0.0049 2 15 3.0000 18.8823-0.0008 4.0000 18.2252 0.0029 5.0000 17.3647 0.0063 6.0000 16.4127 0.0092 7.0000 15.4599 0.0118 8.0000 14.5544 0.0140 9.0000 13.7024 0.0158 10.0000 12.9081 0.0172 11.0000 12.1647 0.0182 12.0000 11.4710 0.0188 13.0000 10.8206 0.0190 14.0000 10.1824 0.0189 15.0000 9.4154 0.0188-2.0000 5.8556-0.0247-1.0000 11.1719-0.0192 0 16.1928-0.0142 1.0000 19.0386-0.0095 2.0000 19.4381-0.0050 3.0000 19.9240-0.0010 4.0000 19.1217 0.0028 5.0000 18.0682 0.0061 6.0000 16.9725 0.0091 3 20 7.0000 15.9076 0.0117 8.0000 14.9084 0.0138 9.0000 13.9893 0.0156 10.0000 13.1484 0.0170 11.0000 12.3381 0.0180 12.0000 11.5987 0.0187 13.0000 10.9192 0.0189 14.0000 10.2105 0.0189 15.0000 9.5151 0.0187 Figure 10: Graph of comparison between two wing s 9. Further Scope Future work will consist of creating a more detailed model for lift and drag. A CFD code will be constructed in order to predict the pressure distribution, which can then be utilized to predict the lift and drag on the plane. The design of an airfoil more tailored for the mission profile will also be developed. More trade studies will also be conducted in order to maximize the lift while minimizing drag and weight. To improve the ability to transport the plane on the ground, reduction in the dimensions of the wing will also be investigated. The engine selected will need further evaluation to its performance at the given flight conditions. It has to 37

been analyzed at full throttle conditions, but it still need to be evaluated at 75% to properly determine the cruise characteristics. Most of this information will need to be obtained from the manufacturing as it was not readily available. In further we will analyze the model in ansys work bench and compare the results with the xflr5 and optimize the values according to the data and manufacture the whole body. References [1] Quick, D.: Israel Aerospace Industries Unveils Tilt-rotor Panther UAV Platform. AERO GIZMO (2010) [2] Glenn, N.F., Mitchell, J.J., Anderson, M.O., Hruska, R.C.: Unmanned Aerial Vehicle (UAV) hyperspectral remote sensing for dryland vegetation monitoring. In: Hyperspectral Image and Signal Processing: Evolution in Remote Sensing, Shanghai, China (2012) [3] Foy, B.W.: Hover Controls for a Unique Small-Scale Thrust Reversing UAV. MSc. Thesis, University of Colorado (2005) [4] Şahin, M., Sakarya, E., Ünlüsoy, L., İnsuyu, E.T., Seber, G, Özgen, S., Yaman, Y.: Design, analysis and experimental modal testing of a mission adaptive wing of an unmanned aerial vehicle. In: UVW2010, International Unmanned Vehicle Workshop, Paper ID: 10, 10 12 Haziran, HHO, İstanbul (2010) [5] Sarris, Z.: Survey of UAV Applications in Civil Markets. Technical University of Crete (2001) [6] Frost and Sullivan: Study Analysing the Current Activities in the Field of UAV. European Commission, ENTR/2007/065 (2007) [7] B. Khandelwal, A. Karakurt, P. R. Sekaran, V. Sethi, R. Singh, Progress in Aerospace Science, (2013) http://dx.doi.org/10.1016/j.paerosci.2012.12.002 [8] Frederick G. Harmon, Andrew A. Frank, and Jean-Jacques Chattot ( 2006). Conceptual Design and Simulation of a Small Hybrid-Electric Unmanned Aerial Vehicle, Journal of Aircraft, Vol. 43, No. 5, September October 2006 [9] Youngblood J.W., Talay T.A., and Pegg R.J., Design of Long-Endurance Unmanned Airplanes Incorporating Solar and Fuel Cell Propulsion, AIAA Paper 84-1430, June 1984. 38